Internal-combustion engine.



G. W. WATSON.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG. 7, 1912.

Patented Oct. 6, 1914.

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G. W. WATSON.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG.7,1912.

Patented Oct. 6, 1914.

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Patented Oct. 6, 1914.

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INTERNAL COMBUSTION ENGINE. APPLICATION FILED AUG. 7, 1912.

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Patented Oct. 6, 1914.

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G. W. WATSON.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG. 7, 1912.

Patented Get. 6, 1914.

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C. W; WATSON. INTERNAL COMBUSTION ENGINE.

APPLIOATIOR FILED AUG. 7, 1912.

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WEHGSSQS W ham UNITED STATES PATENT OFFICE.

owns w. WATSOILOF on rsnn znmnols, assmuon T0 BOTA nnenvn COMPANY, A oonromrro-n or DELAWARE' Specification of Letters Patent.

Patented Oct. 6, 1914.

Application filed August 7, 1912. Serial No. 713,822.

To all whom it may concern Be it known that 1, CHARLES W. WATSON, a citizen of the United. States, residing at Oak Park, in the county of Cook and State of Illinois, have invented certain new and useful Improvements" inInternal-Combustion Engines, of which the followin 1s a description, reference being had to t e accompanying drawings, forming a part f this specification, in which corresponding numerals of reference in the different figures indicate like parts.

The object of my invention is to so construct an internal combustion engine that it may embody both rotary and reciprocatory features, the former comprising the motor parts and the latter those for introducing and compressing the explosive charge.

To these ends, my invention consists primarily in providin a hollow cylinder and: shaft, one of whic is stationary and the other rotary and placing within said cylmder opposing counterpart cam-members, one non-rotary and the other rotary, one mounted upon the shaft to move longitudinally thereon, but prevented from rota tion independently thereof, said cammembersbeing provided with. counterpart recesses to form, when brought into pre-. determined relation to each other, one or more but referably a plurality of combos-- tion cham ers, an. ex lesion in which will cause the rotation 0? either the cylinder or shaft as desired, to produce the motor efiect, while the reciprocation of the cammember upon the shaft may serve to alternately draw in and compress the ex losive; char either within a chamber ormed: within the main cylinder or in. a secondary one but preferably the former, all of which,

is hereinafter more articularly described and definitely poimted out in the claims.

in the drawings, Figure l is a central longitudinal vertical sectional view of an. engine embodying the features of my in-. vention, the piston being represented as at the end of the compression stroke as it would appear immediately prior to the 1nstant of explosion. Fig. 2 is a like YIQW' showing the parts in reverse pos'itmns, Fig. 8 1s a plan View of the engine, Fig. 4,. is a plan view in detail of 913028131031 of the, stationary shaft, the shifting rod and the link mechanism employed with the shifting cam for causing the compression stroke, Fig. 5, is an elevation in detail showing the face of that one of the cam members which is mounted to be reciprocated upon the shaft, Fig. 6 is a sectional view taken upon the line 6-6, Fig. 7, viewed in thedirection of the arrow there shown, Fig. 7, is a face view of the cam-member which is secured to the cylinder, being a counterpart of that shown in Fig. 5, Fig. 8, is a sectional view taken upon the line 88, Fig. 52, viewed in the direction of the arrow there shown, Fig. 9, is an elevation of the counter: part piston cam elements in the relative positions in which they would appear at the end of the expansion stroke. ig. 10 is a like view of the same parts as they would appear at the end of the compression stroke, Fig. 11, is a sectional view in detail taken upon the line 1l11, Fig. 1, viewed in the direction of the arrow there shown, said view representing the face of the cam and immediate coactlng parts for moving the piston to make the compression stroke, Fig. 12 is a central longitudinal sectional view of an engine showing a modi fied means for moving one of the cam ele-' ments longitudinally, Fig. 13, is an enlarged face view in detail of a portionof the cam or spiral for controlling the movement of the reciprocating cam-member, with the friction rollers for engagin the same, Fig. 14 is a central longitudma sectional View of an engine showing a modified construction in which two pairs of cammembers are arranged to coact with a central stationary abutment and so placed that the explosion in one may cause a compression of the fuel charge in the other, Fig. 15, is a central longitudinal sectional view taken in a plane at right angles to that shown in Fig. 14, and Fig. 16, is a like view showing a still further modification.

Referring to the drawings, 1', Figs. 1, 2 and 3, represents a base portion which is provided with rigid upright parts or standards 2. Said standards are provided with bores at the top for the reception of a hollow horizontal shaft 3, which is rigidly secured in place and held against rotation by means of pins 4.

Secured upon the shaft are ball-hearing together i rings 5 and 6, which coact in a well known way with counter-part rings 7 and 8, having the usual balls 9 interposed between them.

A hollow rotary cylinder 10, is mounted 5 upon the shaft 3, in the following described manner.

bolts 12, to one end of said cylinder, while to the other end is secured in like manner a head 13, having cylindrical oflsets 14 and 15 of different diameters adapted to form pulleys for the purpose of transmitting power from the engine. The bearing ring 7, is con centrically connected with the head 11, while the ring'8 is similarly secured within the part 15, so that the cylinder 10 is free to be rotated around the shaft 3, while supported thereby. Located within the cylinder 10 and arranged to abut against a shoulder 16, upon the inner face of the head 11, is a circular cam-member generallydesignated by 17, also shown in Figs. 6 to 10 inclusive. Said cam-member is rigidly attached to the head 11, by means of bolts 17 so as to cause it to rotate therewith. Formed in-the inner face of the part 17, are chambers or pockets I 18, 19. Upon one side of the former is an abutment or shoulder 20, and upon the latter a like shoulder 21. A laterally extended cam-surface 22, is extended from the edge of the pocket opposite to the shoulder 20, to the edge of the shoulder 21, forming one wall of the pocket 19, thelowest point of said cam being at the beginning, while the highest point is at said shoulder 21. A like cam Sunface 23, commences with its low point at the edge of the pocket opposite to the shoulder 21, and its highest point at the shoulder 20, said cam surfacesbeing counterparts of each other and relatively reversed, the spiral or 4 screw-like pitch in each being the same.

Upon the periphery of the circular cammember'l7, extendin from the shoulder 20 to the opposite side 0 the chamber 18 at the beginning of the cam surface 22, is an inclined cam shaped flange 24 which forms a part of one wall of the chamber 18, while a like incline or cam 25 is formed between the shoulder 21 and the low part of the cam 23. Each of the cam surfaces 22' and 23, extends '50 .inwardly from the periphery of the cam- 1 member 17, to a concentric annular flange 26, which forms a part of one wall ofeach of the pockets 18 and 19. A counterpartvnon-rotary cam member generally designated by 27,

having cam-surfaces 28, 29, 30 and 31, which ,form counterparts respectively to the cam surfaces 22, 23, 24 and 25, is loosely mounted upon the shaft 3, in juxtaposition to the cam member 17. Said cam member 27, is

rigidly attached to a sleeve 32, a portion of which is longitudinally slotted to form segments as shown in Fig. 8, which are adapted to interlock with like segments upon a sleeve 33, rigidly attached by means of a set-screw A head 11, is secured by means of 34- to the shaft 3. This construction provides for a longitudinal or reciprocatory movement of the cam-member 27, while preventing its rotation. The cam-member 27, is provided with a cylindrical flange 35 which isarranged to fit closely within and telesco e with a flan e 26, for the purpose hereina ter stated. shown in Figs. 1 and 5, is formed within the cam-member 27, to receive the part 26, when the two cam-members are in the relative positions shown in Figs. land 10. I

The cam-member 27 is provided with chambers or pockets" 37, 38, which are diametrically opposite to 'each other and arranged to form counterparts to the pockets 18 and 19; a shoulder 39, Fig. 5, in the chamber 37,'when the parts are'disposed as in Fig. 1, is opposite to the shoulder 20 and a shoulder 40 is opposite to the shoulder 21.

Cam flanges 41, 42, formed to supplement the cams 30, 31, are adapted, when the cam members are brought together to fit against counter-part cam portions 26, upon the member-17. It will thus be seen that when the meeting surfaces "of the cam members 17 and 27, are in continuous contactas they must be when said members are in the respective positions shown in Figs. 1 and 10, the walls of the recesses 18 and 19 are joined to those of the recesses 37 and 38 so as to form two tightly closed chambers diametrically opposite to each other which are intended to be utilized as combustion chambers.

Rigidly. attached to the outer face of the cam-member 27, is a hollow cylinder 45, to

the opposite end of which is bolted a circular head 46, having a central bore for the reception of the shaft 3. Packing rings 47, are

fitted within the cylinder 45 and contact with the interior of the cylinder 10. Rigidly attached to the shaft 3 is a short cylindrical member 48, which is separately fitted within the cylinder 45, being provided with peripheral packing-rings 49., The stationary cylinder 48, is recessed or bored to form chambers 50, 50, therein, Figs. 1 and 2, which are diametrically opposite to each other. Said chambers are permanently closed at one end by means of disks 51, 51 and provided with one or more openings 52, at the other, normally closed by means of spring-controlled valves 53, of any approved type. A carburotor 54 having an air-opening 55, therein, is connected with the chambers 50 and 50, respectively, by means of branch pipes 56, 57, which are extended through the hollow shaft and bent as shown at 58 and 59 into C Om munication with said chambers. Bores 60, 61, are formed in the wall of the cylinder 45, and communicate through openings 62,

63, with the combustion chambers of which Y chambers,'se'rve to hold said openings normally closed. Ports 66, 67, are in commuma cation with the space at the right-hand end of the stationary cylinder 48. v Exhaust openings 68, 69, Fig. 1, are held normally closed by means of spring-pressed In operating the device each explosion is intended not only to cause a rotary action of the cylinder 10, but to move the cylinder 45, longitudinally as well.- It is essential however, that additional means should be provided for returning the cylinder 45, to its initial position ready for the next, explosionl This means will be described before explaining the operation of the machine.

Rigidly attachedto the outer face of the head 11, is a cam'84', Figs. 1, 2,3, and 11, adapted to be engaged by a cross-bar. 85, which is disposed at right angles to the shaft 3, and extended in opposite directions through longitudinal slots 86, therein. Friction rollers 87, are placed upon the ends of the cross-bar. SaidIcross-bar is rigidly attached to a rod 88, centrally located within the hollow shaft 3, and provided with a cross-pin 89, at its opposite end which is extended laterally through like slots formed in said shaft. Levers 91, 92, Figs. 1, 2 and 4. are pivoted at 93, 94, to brackets 95, 96, which are rigidly attached to the shaft 3,- upon opposite sides thereof. The cross-pin 89,.is extended through slots 97,98, in said levers. The opposite ends of said levers are pivotally connected alt-99 and 100 to links 101, 102, which in turn are jointedly connected to lugs 103, 104, attached to the cylinder head 46.

The annular telescoping members 26, 35, serve to prevent the heated gases from being brought into contact with the shaft while at the same time they provide for the admission of atmospheric air to the latter through openings 105, 106 and 107 formed in the parts 11, 17 and 27 respectively, thus providing for a free air circulation within the chamber inclosed by the'part 35 and the cylinder 45. Similar openings 108, provide for a free air circulation in the chamber at the right of the cylinder head 46.

The following described mechanism is provided for automatically oiling the interior of the cylinder. An oil-cup 109 is Sparkmounted upon the right hand standard 2 and a tube 110, connected therewith, carried through the hollow shaft 3 and out at the bottom as shown at 111,-thereby enabling the oil to drip continuously. into the cylinder'.

The operation of the device is as follows:

Assuming the parts to be in the relative position shown in Fig. 1 and an explosive charge to have been compressed in the chambers 18 and 19, at the instant the contact members 79 and 81 and 80 and 82 are brought together, the resulting explosion will cause the cylinder 10 to be rotated as a' result of the expanding force between the rotary abutment 20 and the non-rotary abutment 39, forming opposing walls of the one chamber and the rotary abutment 40 and the non-rotary abutment 21, forming opposing walls of the other chamber diametrically opposite thereto. During the expansion stroke, while the cam member .17 is being rotated with the cylinder, the nonrotary cam-member 27 is caused to move laterally away from its fellow but only at such a rate as will enable the several co-acting cam faces to remain in contact, thereby utilizin in eifective work the expansive force of the explosion. It is manifest that one tendency of the explosion would be to instantly move the cam-member 27, laterally out of contact with its fellow. This tendency, however, maybe overcomc by means of the cam 84', andthe intervening mechanism connecting it with the cylinder-head 46, the pitch of the cam 84, being such asto cause it to coact with those upon the'cammember 17. I As the cam-member and cylinder 45, are moved laterally to the right, a vacuum is produced in the annular chamber between the cylinder head 46, and thesta: tionary cylinder 48, which causes the valves 53, to be opened against the action of the springs thereon. The suction thus caused serves to draw in air and fuel from the carbureter 54, which enters the chamber between the cylinder head 46, and cylinder 48.

Upon completing half of a revolution the cross-bar 85, is in contact with the low point of the cam 84, and the cam member 27 and cylinder 45, will have reached the full limit of the expansion stroke. The action of the upon the parts 74, 75, and the products of combustion of the previous charge are driven out by the inflow of the explosive mixture. As soon as this is accomplished, the valves 70, 71 are allowed to close, when the continued movement of the parts 27 and 46 serve to compress the charges in the two chambers, whereupon through the action of the contact members 79 and 80 and the spark-plugs connected therewith, the operation is repeated.

In Fig. 12 I have shown a modification of said invention in which the cam 84 and the parts connecting it with the cylinder-head 46, are dispensed with and a cam-member substituted therefor. the only new features, the reference numerals of the other parts have been made to correspond to those given in the other figures.

Attached to the interior of the cylinder 10 near the right-hand end is a cam or guide membcr 112, an enlarged face view of which is shown in Fig. 13. Said guide member is arranged spirally to conform to the contour of the surfaces upon the :am-membtxs 17 and 27 and may be secured in place. by means of screws 113, Fig. 13. Wrist-pins 114, 114, having friction rollers 115 thereon, are attached to the cylinder-head 46 at points diametrically opposite to each other, so that as the cylinder 10, is rotated the cylinder 45 is caused to reciprocate in conformity to the contour of the spiral cam.

In the example illustrated in Fig. 1, l have shown two explosive chambers located diametrically opposite to each other so as to produce a balancing eifect; I do not wish, however, to be limited to anyspecific number of such chambers inasmuch as it is obvious that the number maybe varied without departing from the principle involved, which contemplates the use of rotatable and non-rotatable coacting cam-members, one of which is adapted to be'reciprocated upon a shaft and stationary meanswithin an inclosed chamber to act as an abutment in conjunction with the reciprocating member for alternately drawing .in the explosive charge and providing for its compression.

In the event of using two explosive chambers, the high point of, the rotatable cam member should be so disposed as to causethe counterpart member to be moved laterally to its full limit when the cylinder shall have made one-half of a revolution. It is manifest that the rate of speed in returning the counterpart member to make the compression stroke, may be varied without interfering withthe operation of the device. I prefer to use an even number of explosion chambers and if four or more are employed the pitch of the cam member should be correspondingly varied.

Inasmuch as these are In Figs. 14 and 15, I have shown a modified construction in which two pairs of motor cam -members are employed, one pair being located in each endof the main cylinder. Counterpart motor cam-members 116,117 corresponding in every respect to the members 17 v and 27 of Fig. 1, are inclosed within a cylinder 118, while like cam members'119 and 120, are placed in the oppositeend of the cylinder. Heads 121 and 122 are attached to opposite ends of the cylinder. The cam members 116 and 119 are rigidly attached to the cylinder so as to rotate therewith, while/the cams 117 and 120 are attached to and form the heads for an inclosed cylinder 123,'having pacKing rings 124. A stationary cylindrical abutment 125', is rigidly mounted upon the shaft 3, midway between the heads 121 and 122. The length of the cylinder 123 is greater than that of theabutment 125 to an extent corresponding to that of the reciprocating movement of the cam-members 117 and 120. The abLLIDGIlt, or stationary member, 125, ls prov: led with four chambers, located at equai distances from each other, tr o of which 126 and 127, are shown in Fig. 14, and two, 128-and 129, are shown in Fig. 15, which latter figure, as stated, is a sectional view taken in a longitudinal plane at right angles to that shown in Fig. 14, so, as to indicate the relative positions of the combustion chambers in the two pairs of motor-cams located upon opposite sides of the central abutment. The chambers 126 and 127 are in substantially the same plane with the combustion chambers 130, 131, with which they are intended to coact, while the chambers 128 and 129 are in a co'rrespond ing longitudinal plane with combustion chambers 132, 133, ,Fig. 15, formed in the cam-members 119 and 120. It will thus be seen that the combustion chambers in the two ends of the cylinder are set quartering with respect to each other,.so that the expansion in one pair may serve toproduce compression in the other. vThe chambers 126 and 127 areprovided with valve open ings, 134, 135, which are normally closed by means of spring pressed valves 136, 137, each opening into t e annular space between the part 125' and the cam-member 117. Said chambers are also-in communication respec tively-byrneans of pipes 138, 139, with a carbureter not shown,,"while the chambers 128, 129, are in like communication with said carbureter by means of pipes 140, 141. Said last named chambers are in communication with a'spacebetween the abutment 125 and the ,cammember 120, through valve openings 142, 143, controlled by normally closed spring-pressed valves144,145. Bores 146, 147, Fig. 14, are formed diametrically opposite to each other-in the cylinder 123,

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said bores extending through the cam-mem ber 117, into the chambers 130 and 131, respectively, being normally closed by means of spring-pressed valves 148, 149. Said bores are in communication with the space the space between the part 125 and the cammember 120. by means of openings 156, 157.

Exhaust valves 158, 159, Fig. 14, corresponding to the valves 70, 71, are located in the chambers 130, 131,.while like valves 160, ,161,Fig. 15, are located in-the chambers 132, 133 Said valves are held normally closed by means of suitable springs and are automatically opened at predetermined intervals by means of cams, not shown, corresponding to the cam- 76, in Fig. 1.

The cam members 117, and 120 are attached to opposite ends of the cylinder 123, and hence are compelled to move in unison. The cam surfaces-upon the ooacting cammembers are so formed that when the cylinder 118-, shall, as the result of an explosion have made one fourth of a revolution, the cam members atone end of the main cylinder will have'been brought together asindicated at the left in Fig. 14, while those at the right willhave been separated to the fulllimit, as shown at the right in said figure. At this instant the explosion will have occurred in the chambers 130, 131, while the space between the member 117, and the abutment 125, will have been filled by fresh fuel-mixture drawn through the pipes 138 and 139. The reversal caused by the explosion in the chambers mentioned, serves to move the member 117, toward the part 125, thereby closing the space between them, compressing the fuel charge and forcing it,-at the proper time, into said chamhere; while at the same time, the part 120, is moved toward the right, thereby drawing in the fuel charge through the pipes 140, and 141, and chambers 128, 129 to the space between the part 125 and member 120. It will thus be seen that the explosion occurring alternately in the explosion chambers at opposite ends of the cylinder, serve to draw in and compress the fuel charges as a result of? the reciprocatory movement of the members 117 and 120 upon opposite sides of the stationary abutment 125, it being understood that said members 117 and 120, are held against rotation upon the stationary shaft 3, in any well known manner,-

while free to be moved longitudinally thereon. I

In Fig, 16, I have shown a stillfurt er or shell 162, is rigidly attached to stationmy end pieces 163, 164, attached in turnto a base 165. Circular cam-members 166, 167, are fitted to rotate within the cylinder substantially like those above described, are fitted to rotate within the cylinder at opposite ends thereof, as shown, said members having hubs 168, 169, which are rigidly attached to a shaft 170, so as to cause the latt'er to rotate therewith. A cam-member 171, iiorming a counter-part of and adapted to ooact with the member 166, is mounted upon t he-shaft adjacent to said member, while a like cam member 172, is arranged to bear a corresponding relation to the member 167.

Rigidly formed upon. or attached to the back of the cam-member 171, is a short hollow cylindrical member 173, while a similar 'linder 174, is formed upon or attached to tie back of the cam-member 172. Each of said cylinders is provided with longitudinal peripheral grooves adapted to receive splines 175, which are rigidly attached to the interior of the cylinder 162, diametrically opposite to each other and parallel with the shaft, so as to permit the cylinders Fmodification, in which the main cylinder 17 3, and 174, 'to be moved longitudinally while preventing their rotation within the main casing. The length of said cylinders is such as to permit the cam-members to be moved laterally away from their counterparts to the full desired limit. Rigidly mounted upon the shaft 170, within the cylinders 173, 174, is a cylindrical abutment 1 76 havin chambers 177, 17 8', formed therein. A vallve opening 179, in the former, is

normally closed by means of a springpressed valve 180, while a like opening 181,

in the chamber 178, is closed in like manner by means of a similar valve 182*. It will be nioted that the valve openings in the two chambers are reversed with respect to each other, so as to permit the valve 180, to open into the space between the cylinder 176, and

the cam-member 171, and the valve 182 to open in like manner into communication with the spacebetween the opposite end of said cylinder and the cam-member 172. Bores 183, 184, in the cylinder 173, are adapted to register with like bores 185, 186, in the cylinder 174. The bore. 185, is in registration with a valve opening 187, in the cam-membcr172, which is normally closed by a valve 188, and the bore 184, is in registration with a valve opening 189, 'nor mally closed by means of a valve 190. v A port 191, enables the bore 183 tobe brought into communication with the space between the cylinder 176 and the cam member 171,

and a like port 192 enables the bore 186 to be brought into communication with the inder and the cam-member 172.

A hollow transverse cross-head 193 is fitted within the shaft, the opposite ends of which head is in communication with ports 104, 195, the former of which registers with a conduit 196, leading to the chamber 177, and the latter with a conduit 197, leading to the chamber 17 8, is connected by means of a pipe 198, with a source of air and fuel supply not shown. The valve 188, is adapted to open into a combustion-chamber generally designated by 199, formed between the counterpart cam-member 167 and 172, and the valve 190 is adapted to communicate in like manner with a similar chamber 200, formed between the members 166 and 171. Diametrically opposite to the chamber 199, is a similar combustion chamber 201, while diametrically opposite is a like chamber 202. Inasmuch as said combustion chambers correspond to those hereinbefore described and shown in Figs. 1, 2 and 5 to 9 inclusive, further description thereof is deemed unnecessary. Exhaust valves 203, 204:, 205,-

206, are formed in the different combustion chambers mentioned, which valves are held normally closed by means of suitable springs and are adapted to be opened by means of cams, not' shown, corresponding substantially to the cam 76, shown in Fig. 1.. Formed in the periphery of the shaft is a cam-groove 207, which is adapted to be engaged by a friction roller 208, journaled upon a wrist pin attached to a bracket 209, upon the face of the part 171. A like groove 210, reversed as to direction, with respect to the groove 207, is also formed in said shaft and is adapted to be engaged by a roller 211,

supported by a bracket 212, attached to th face of the cam-member 172.

The operation is as follows: Assuming an explosion to have occurred in the several combustion chambers, the cam-members 166, and 167, together with the shaft, would be caused to rotate. The counter-part cammembers 171, 172, however, would be held against rotation by means of the splines 17 5, acting in the grooves in the cylinders 173, 174. The force of the explosion, therefore, while rotating the members 166, 167 would serve to force the non-rotary cam-members toward each other, carrying with them the cylinders 173, 174, which movement would be permitted by the cam-grooves 207, 210. Assuming an explosive mixture to have been drawn into the spaces between the ends of the abutment 176 and the cam-members 171, and 172, when the latter were moved outwardly, the reverse'movement caused by the explosion will have forced the same through the ports 191, 192, and the conduits 185, 184 into the combustion chambers 199 and 200.

In the construction under consideration, the cams are so formed that when separated to the full limit a slight space is formed between them, so as to permit the explosive gases to pass around from the combustion chamber 199 to the combustion chamber 201, and likewise from the combustion chamber 200 to the chamber 202, thereby filling said chambers, and forcing out at the proper moment, the products of combustion. As the shaft is further rotated the cam-members 171 and 172 through the action of the camgrooves 207, 210, are moved back to their respective normal positions, thereby compressing the fuel charge in each of the explosion chambers and at the same time drawing fresh charges through the pipe 198, and valve openings 179, 181, into the spaces adj acent to the ends of the part 17 6.

It will be apparent, from what has been stated, that each explosion will tend to force the cam-members 171, 172, toward each other, which movement will conform to half of a revolution of the shaft when the camgrooves 207 and 210, acting upon the friction rollers connected with said cam-members, will cause the movement of the latter to be reversed, thus forcing them back into their extreme reverse positions and compressing the explosive charges in the combustion chambers. Instead of having) the chambers 177, and 178, only, the num er may be increased to correspond with the number of combustion chambers. The construction shown, however, serves to eliminate a corresponding number of valves.

I do not wish to be limited to the construction shown'and described inasmuch as it may be greatly varied without departing from the generic principles involved.

Having thus described my invention, I claim:

1. In an engine of the class described, the combination with a hollow cylinder and shaft of opposing counterpart motor members, one rotary and the other reciprocatory but non-rotary, said non-rotary member forming a resisting element to resist the expansive action of an explosion between the two, counterpart recesses formed in said members adapted when in registration to form a combustion-chamber, a chamber for receiving an explosive charge preparator to its admission to said combustion-cham'er, means for drawing said charge into said chamber by the movement in one direction of said non-rotary member and means for introducing and compressing the same in said combustion-chamber by the. reverse movement of said member.

2. In an internal'combustion engine, the combination of a hollow cylinder mounted upon a shaft, a primary cam-member within said cylinder rigidly secured thereto, a sec ondary cam-member mounted to move longitudinally upon said shaft, said cam-members having counterpart recesses opposed to each other to form a combustion chamber and counterpart co-actlng cam-tacos, one member being rotative and the other non-r0- tative, a hollow reclprocatory piston memmember, said abutment being held against longitudinal movement, a carburetor in operative communication with the space between said stationary abutment and the interior of said hollow piston and means for I injecting an explosive charge into said COIIlbustion-chamber.

In an internal combustion engine, the combination of a main cylinder and shaft, one of which is rotary and the other nonrotary, primary and secondary cam-members within said cylinder, one secured to the cylinder and the other to the shaft, means for permitting longitudinal movement upon said shaft of said secondary cam-member, a hollow piston connected with said secondary cam-member, an abutment upon said shaft formed to lit the interior of said hollow piston, said abutment being held againstlongitudinal movement, an explosion-chamber formed between the co-acting faces of said cam-members, a carburetor in operative conimimieation with the space between said station: abutment and the interior of said hollow piston, means for in ecting an explosiyc charge into said explosion chamber and means for igniting the same.

In an internal combustion engine, the combination of a main cylinder and shaft. of opposing counterpart spiral-faced motor cam-members, one rotary and the other non rotar", said non-rotary member being arranged to be reciprocated laterally from and toward its fellow to the extent of. the pitch of the cam thereon, counterpart recesses formed in the opposing faces of said camn'zeinbers, said recesses being adapted when in registration with each other to -form a. combustioircliambcr, a secondary cylinder in operative connection with said reciprocatory member to be reciprocate-d therewith, an abutment mounted stationarily upon the shaft within said secondary cylinder, :1 source of fuel and air supply, a conduit leading therefrom to the space between said abutment and one end of said secondary cylinder. means for conveying said fuel and air supply to said combustion-chamber when said reciprocatory member is returned to a normal position and means for returning said reciprocatory member to a normal position after each expansion stroke of the engine.

5. In an engine of the class described, the combination with a cylinder and shaft of opposing counterpart motor-members in.- closcd within said cylinder, one rotary and non-reciprocatory, the other reciprocatory and non-rotary, a combustion-chamber formed by normally registering counterpart recesses in the meeting faces of said motor-members, a charge-receiving chamber in predetermined communication with said combustion-chamber, a hollow piston secured to said reciprocatory member to be actuated therewith, said piston having ports at its outer end in communication with said cornbuQion-chamber, a stationary abutment upon said shaft having a chamber therein, a normally closed yalye therein opening into said hollow piston and a carbureter in communication with the chamber in said abutment.

6, In an internal combustion engine, the combination of a hollow cylinder and shaft, opposing counterpart motor-members, one rotary and the other reciprocatory but nonrotary, said members having spiral-shaped faces and counterpart recesses arranged to register normally with each other to form a combusti(in-chamber, a hollow piston secured to said reciprocatory member, stationary abutment located within said piston, a carbureter, a conduit for conveying an explosive charge from said carbureter to the space-between said abutment and the interior 01: said piston, a check-valve for preventing a backflow from said space, a conduit leading from said space to said conibustion-chamber and a normally c osed check-valve between said comluistion-cham her and said conduit.

7. In an internal-combustion engine, the combination of hollow cylinder mounted to rotate upon a hollow stationary shaft, opposing counterpart motor-menibers, one se cured to said cylinder to rotate therewith while the other is mounted to be reciprocated upon'said shaft but secured against rotation, said members having spirally formed faces with counterpart recesses therein arranged to register normally with each other to form a combustion-chamber, a hollow piston located within said hollow cylinder in ric'id connection with said iecipi'ocatory member, a stationary abutment secured to said shaft within said piston, said member .being in substantial contact with the outermost end wall of said piston when the faces of said motor-members are in contact, a carbureter a conduit leading therefrom through said hollow shaft to the space between said end wall of said cylinder and said abutment, a conduit leading from said space to said comb!lstion-chamber and normally closed check-valves located in said respective conduits.

8. in an engine of the class described, the combination with a hollow cylinder and shaft of opposing counterpart motor-menihere, one rotary and the other reciprocatory but non-rotary, said non-rotary member forming a resisting element to resist the ex pansive action of an explosion between the two, counterpart recesses formed in ,said members adapted when in registration to form a combustion-chamber, a chamber for receiving an explosive charge preparatory to its admission to said combustion-chamber, means for drawing said charge into said receiving chamber by the movement in one direction of said non-rotary member, means for introducing and compressing the same in said combustion-chamber by the reverse movement'of said member and cam-actuated means for reciprocating said non-rotary member.

9. In an engine of the class described, the combination with a hollow cylinder and shaft of opposing counterpart motor-members, one rotary and the other reoiprocatory but non-rotary, said non-rotary member forming a resisting element-to resist the expansive action of an explosion between the two, counterpart recesses formed in said members, adapted when, in registration to form a combustion-chamber, a chamber for receiving an explosive charge preparatory to its admission to said combustion-chamber, means for drawing said charge into said chamber by the movementinone direction of said non-rotary member, means for introducing and compressing the same in said combustion-chamber by the reverse movement of said member, a cam formed upon the interior of said hollow cylinder and intermediate means for operatively connecting the same with said non-rotary member to reciprocate the same.

10. An internal combustion engine comprising counterpart opposing motor-members, one rotary and non-reciprocatory, the other reciprocatory and non-rotary, said members having counterpart spiral-formed faces with registering recesses to form a combustion-chamber between them when in registration, an inclosing cylinder, a chamber for receiving an explosive charge preparatory to its admission to said combustion-chamber, means for drawing said charge into said chamber by the movement in one direction of said non-rotary member, means for introducing and compressing the same in said combustion-chamber by the reverse movement of said member, a. sparkplug in said combustion-chamber, a source of electricity in normally open circuit therewith and means for closing said'circuit at a predetermined time when said members are actuated.

11. An internal combustion engine comprising a main cylinder and shaft, opposing motor members, one rotary and the other non-rotary, said members being provided with a plurality of counterpart cams upon their opposing faces, saidnon-rotary mem ber being arranged to be reciprocated laterally from and toward its fellow, a plurality of pairs of counterpart recesses formed in the opposing faces of said cam members, each pair of recesses being adapted when in registration with each other to form a combustion chamber, a secondary cylinder in operative connection with said reciprocatory member to be reciprocated therewith, a stationary abutment mounted upon the shaft within said secondary cylinder, a source of fuel and air supply, a conduit leading therefrom to the space between said abutment and one end of said secondary cylinder, means for conveying fuel and air to said combustion chambers when said reciprocatory member is returned to a normal position and means for returning said reciprocatory member to a normal position after each working stroke of the engine.

12. In an engine of the class described, the combination of a cylinder and shaft,

opposing counterpart .motor members in-- closed within said cylinder, one rotary and the other reciprocatory but nonrotary, a plurality of counterpart spiral faces upon said motor members, a plurality of combustion chambers formed by normally registering counterpart recesses in the meeting faces of said members, an air and fuel charge receiving'cliamber in communication with each of said combustion chambers, a hollow piston secured to said reciprocatory member to be moved in unison therewith, said piston having ports at its outer end in communica tion with said combustion chambers, a stationary abutment upon said shaft having chambers therein, normally closed valves in said chambers opening into said hollow piston and a carbureter in communication with said chambers.

13. In an internal combustion engine, the combination with a hollow cylinder and shaft of opposing counterpart motor members, one rotary and the other reciprocatory, counterpart recesses formed in the meeting faces of said members adapted when in registration to form a combustion chamber, and means for introducing to and compressing an explosive charge within said combustion chamber by the reciprocatory action of said reciprocating member.

11. A. gas engine comprising a casting having spiral faces, and beveled faces, a shaft, a rotary piston having spiral faces and beveled faces, said spiral faces extending through a relatively large number of degrees of arc and said beveled faces extending' through a relatively small number of degrees of arc, and means for introducing expansive gas between the beveled faces of said casting and said piston.

15. A gas engine comprising a casting having spiral faces and beveled faces, a pisgrees of arc, and said beveled faces extending through 'a relatively small number of degrees of arc, a shaft upon which said members are axially mounted, one being reciprocatory and the other rotary therewith, and 10 means for introducing an explosive charge between the beveled faces of said casting and said piston. i

In testimony whereofil' have signed this specification in the presence of two subscribing Witnesses, this third day of August 15 CHARLES WATSON.

Witnesses:

DAVID H. FLETCHER, JENN E L. 'FISKE. 

